The Williams F1 Team and Mercedes-Benz announce long-term engine partnership

The Williams F1 Team (Ticker: WGF1) and Mercedes-Benz are pleased to announce the signature of a long-term engine partnership from the 2014 Formula One World Championship season onwards.

Under the terms of the agreement, Williams will be supplied with a Mercedes-Benz Power Unit (Internal Combustion Engine plus Energy Recovery System) by Mercedes AMG High Performance Powertrains (HPP) based in Brixworth, UK. Williams will continue to manufacture its own transmission.

The 2014 regulations will set the sport’s engineers the challenge of completing a 300 km race distance on a fuel load of just 100 kg. To do so, teams will switch from naturally aspirated 2.4 litre V8 engines to 1.6 litre V6 turbocharged hybrid Power Units. To achieve power outputs comparable to current levels from the new Power Unit will require a 30% increase in energy efficiency.

This step forward will be largely achieved through an Energy Recovery System (ERS) that will be able to deploy ten times more energy than the current KERS. The new ERS will recover energy from both the exhaust turbine and the rear axle, as well as deploying energy back to both.

These new technical developments will offer significantly greater opportunities for technology transfer from Formula One to real-world applications in areas such as battery technology, turbocharging, energy recovery and combustion efficiency.

Speaking about the new engine partnership, Williams F1 Team Founder and Team Principal Sir Frank Williams said: “I’m delighted to announce our new association with Mercedes-Benz for the 2014 Formula One season and beyond. Mercedes-Benz has been one of the sport’s most successful engine suppliers and we believe that they will have an extremely competitive engine package. I would also like to take this opportunity to thank Renault for their continued hard work since we renewed our engine partnership at the beginning of the 2012 season. We have enjoyed a strong relationship that has resulted in much success over the years, including powering us to winning ways once again last year at the Spanish Grand Prix.”

Claire Williams, Deputy Team Principal, said: “The announcement of this partnership is exciting news for Williams. Securing the right engine supply partnership is a key milestone in the implementation of our strategy for long term success. We are also pleased to conclude this agreement early in the season and we very much look forward to working with Mercedes AMG HPP in developing our 2014 race car.”

Andy Cowell, Managing Director of Mercedes AMG HPP, commented: “It is a very proud moment for everybody at Mercedes AMG High Performance Powertrains to announce the start of this new partnership with the Williams F1 Team. Williams is one of the sport’s iconic names and we are very excited to be working together towards a successful future under the new regulations. A further positive is that this new agreement provides Mercedes-Benz with the long-term stability of supplying our works team and at least two partners from the 2015 season onwards, following the conclusion of our relationship with McLaren at the end of next season.”

Toto Wolff, Executive Director of MERCEDES AMG PETRONAS, concluded: “The proud heritage of Williams and the company’s commitment to technological excellence make it a perfect long-term partner for Mercedes-Benz under the new powertrain regulations. It is a win-win situation for both HPP and Williams, which will ensure HPP is able to supply at least three teams on a long-term basis under the new regulations and could open interesting new perspectives for technology transfer. We look forward to enjoying much success together over the coming years.”

~ Official photo and details courtesy of MERCEDES AMG PETRONAS and Williams F1 Team ~

Copyright © 2013, Mercedes-Benz-Blog. All rights reserved.

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International pop superstar Usher visits Mercedes-AMG factory in Affalterbach

It's no secret that the international pop superstar Usher is a self-proclaimed fan of Mercedes-Benz and its high-performance brand AMG. He is excited to visit Mercedes-AMG in Affalterbach on 4 March 2013. Once there the multiple Grammy Award winner will be assembling the final parts on the V8 AMG engine in his new SLS AMG himself, and will also enjoy the exclusive opportunity to try out the brand-new A 45 AMG on the test track. Following on from this visit he will also be attending the official world premiere of this first compact car from AMG, which is to be celebrated at the Geneva Motor Show.

For the American singer and actor, Mercedes-Benz is the luxury brand par excellence. "When I think about luxury, the first thing that comes to mind is Mercedes. So it was a very special moment for me when I was able to buy a Mercedes-Benz for my mom. So far it was the only car I have given her as a gift", explains Usher. The star himself is currently driving a CLS 63 AMG, until his new gullwing SLS AMG is delivered. And when it comes to family cars, the father of two children enjoys driving a Mercedes-Benz Sprinter. Usher has been ranked by the Recording Industry Association of America (RIAA) as one of the best selling artists in American music history, having sold over 44 million albums worldwide.

As a fan and connoisseur of Mercedes-AMG, the chart-topping star is extremely excited about his test drive in the A 45 AMG. "I can hardly wait to get behind the wheel", says Usher. "It looks so absolutely cool and sexy, and I'm really excited about experiencing the power of the first AMG four-cylinder turbo engine." After the test drive he will be talking all about his experience on his Facebook page. Producing a peak output of 265 kW (360 hp) and maximum torque of 450 Nm, the 2.0-litre four-cylinder AMG turbocharged engine is the world's most powerful four-cylinder engine in series production. The new CLA 45 AMG, which will be celebrating its world premiere in New York at the end of March, also benefits from the same engine. Usher has already confirmed the first test drive for this innovative high-performance Coupé too – an event which he will also be sharing with his fans.

~ Official photos and details courtesy of Mercedes-AMG GmbH ~

Copyright © 2013, Mercedes-Benz-Blog. All rights reserved.

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The new Mercedes-Benz E 63 AMG: Engine and power transmission

1. Engine: Top on power and efficiency

The AMG 5.5-litre V8 biturbo engine in the E 63 AMG delivers signature AMG high performance on all fronts. From top speed through torque generation, power delivery, engine sound and suitability for long trips to hallmark Mercedes reliability, the eight-cylinder engine with an output of up to 430 kW (585 hp) meets high expectations and leads the way in its segment. Today's challenges also include peak performance in terms of efficiency. The E 63 AMG continues to set new standards here – the AMG 5.5-litre V8 biturbo engine remains the most efficient series production V8 engine around. A look at the fuel consumption picture confirms its outstanding credentials: running on 9.8 litres per 100 kilometres in NEDC combined mode (E 63 AMG Saloon with rear-wheel drive), the E 63 AMG demonstrates in impressive fashion how fascinating dynamics and low fuel consumption can be combined to perfection.

As previously, the E 63 AMG is available in a choice of two power ratings: as the basic model with an output of 410 kW (557 hp) and 720 Newton metres of torque and as the S-Model rated at 430 kW (585 hp) and generating up to 800 Newton metres of torque. This represents an increase of up to 24 kW (32 hp) and 20 Newton metres in comparison to the respective predecessor models. The technical basis for this uprating results from adaptation of the engine application, an increase in peak pressure and a rise in the charge pressure from 0.9 to 1.0 bar. The engine experts at AMG have achieved compliance with the requirements of the particularly stringent EU6 emissions standard, which will not become mandatory until 2015, by optimising the injection timing with the aid of multiple fuel injection and by modifying the European on-board diagnostics.

From power delivery to engine sound, the AMG 5.5-litre V8 biturbo engine (internal designation M 157) makes every mile a sheer delight. The E 63 AMG picks up speed with effortless poise. A key factor here is the unique torque curve of the supercharged eight-cylinder engine from the AMG hand-finishing section in Affalterbach: 720 Newton metres of torque are available in the broad rev range from 1750 to 5250 rpm, the E 63 AMG S even disposing of as much as 800 Newton metres between 1750 and 5000 rpm. This results in vast pulling power in every speed range.

Overview of key data for the models available on the German market:

The technical highlights of the AMG eight-cylinder engine include:

- Direct petrol injection
- Biturbocharging
- All-aluminium crankcase
- Four-valve technology with camshaft adjustment
- Air-water charge air cooling
- Generator management
- ECO start/stop function

Two exhaust gas turbochargers located next to the cylinder banks supply the eight cylinders with fresh air. At their maximum speed of 185,000 rpm under full load, the two turbochargers force 1750 kg of air per hour into the combustion chambers. Thanks to their special, compact design – the turbine housings are welded to the exhaust manifold – there are significant space advantages, and the catalytic converters also heat up more rapidly.

The AMG V8 dispenses with the customary blow-off valve. This has enabled an extremely compact design for the compressor housing. To ensure agile responsiveness with no time lag, all the air ducts in the intake tract are as short as possible. The AMG experts have enabled the wastegate valve, which reduces the pressure in the exhaust system during negative load changes, to be vacuum-controlled via an electropneumatic converter. This allows dethrottling under partial loads, which in turn lowers the fuel consumption.

As was already the case in the AMG 6.0-litre V12 biturbo engine, the eight-cylinder direct-injection unit uses particularly efficient air/water intercooling. The low-temperature cooler with its water circulation is space-savingly accommodated within the V of the cylinder banks. It effectively cools down the intake air compressed by the turbochargers before it enters the combustion chambers, and maintains a constantly lower intake temperature under full load. The large radiator at the car's front end ensures defined cooling of the water circulating in the low-temperature circuit. Extremely short charge-air ducting makes for optimum responsiveness. The stainless-steel pressure pipes for the fresh and charge air are produced by the hydroforming process, have a wall thickness of only 0.8 millimetres and are designed for very low pressure loss.

All-aluminium crankcase with Silitec cylinder liners

The crankcase for the AMG 5.5-litre V8 biturbo engine is made of diecast aluminium. The low (dry) engine weight of 204 kilograms is the result of uncompromising lightweight construction methods and gives the vehicle balanced weight distribution. The bearing cover for the main crankshaft bearings, made of grey cast iron, is bolted to the crankcase for high rigidity. Cast-in Silitec cylinder liners ensure that the eight pistons operate with low friction.

Drilled ventilation holes in the crankcase lead to a higher output and fuel savings under partial load: above the bearing blocks there are longitudinally drilled holes which connect the adjacent crankcase cavities. Normally the upward and downward movement of the pistons causes air to be forced into and extracted from the sump, which leads to increased resistance and therefore a reduction in output. The ventilation holes prevent this by ensuring effective pressure compensation between the cavities.

The forged crankshaft made of high-grade 38MnS6BY steel alloy (a combination of the chemical elements manganese, sulphur, boron and yttrium) rotates in five main bearings, has eight counterweights and has been optimised with respect to torsional rigidity, inertia, low rotating masses and a long operating life. A two-mass viscous damper mounted at the front reliably eliminates vibrations. Each connecting rod journal on the crankshaft carries two forged, cracked connecting rods. In the interests of low mechanical friction and high wear resistance, the lightweight pistons have a metallic contact surface. Pressure-controlled oil-spray nozzles in the crankcase ensure that the highly stressed piston crowns are efficiently cooled.

Four-valve technology with variable camshaft adjustment

Perfect charging of the combustion chambers is ensured by large intake and exhaust valves, of which there are two per cylinder. The exhaust valves, which are subject to high thermal loads, are sodium-cooled and hollow in order to reduce weight. Four overhead camshafts operate the 32 valves via low-maintenance, low-friction cam followers. The infinitely variable camshaft adjustment within a range of 40 degrees on the intake and exhaust sides depends on the engine load and engine speed, leading to outstanding output and torque values. This also results in consistent idling at a low speed.

Depending on the engine speed, valve overlap can be varied for the best possible fuel/air supply to the combustion chambers and efficient removal of the exhaust gases. The variable camshaft adjustment is carried out electromagnetically via four pivoting actuators, and is controlled by the engine control unit. The camshafts are driven by three high-performance silent chains, which have considerable advantages with regard to noise comfort compared to cylinder roller chains.

Innovative oil supply and water cooling

Efficient oil delivery under all load and operating conditions is ensured by an oil pump with an electrically controlled compression stage. The oil pressure can be varied between 2 and 4 bar, which has advantages in terms of friction and fuel consumption. An extraction stage integrated into the oil pump for the two turbochargers prevents oil from being entrained into the charge air and exhaust gases, thereby helping to reduce emissions even further. Both the sump and the extraction point have been optimised for maximum lateral acceleration and efficient lubrication. The oil capacity is 10.5 litres.

The combined water/oil cooling system represents an intelligent solution: after a cold start, initially the engine oil is only cooled via the oil/water heat exchanger. If the cooling performance of the very compact cooler is insufficient, the flow is additionally directed through the external engine oil/air cooler by an oil thermostat. The advantage of this system is that the engine oil heats up more rapidly, as the engine coolant warms up more quickly and the oil is later cooled by the coolant. A selectable water thermostat ensures rapid warming of the coolant when starting the engine and driving off. Large intakes in the new front apron of the E 63 AMG ensure an effective flow of air to the water, engine oil, charge-air and transmission oil coolers.

The engine coolant is cooled using the particularly efficient crossflow principle. There is a transverse flow of coolant through both the crankcase and the cylinder heads. Additional cooling slots in the cylinder head allow more efficient cooling of the combustion chambers, which entails advantages during combustion, enabling earlier ignition timings to be chosen without incurring the risk of knocking.

Generator management and optimised belt drive

The ECO start/stop function, which in "Controlled Efficiency" mode shuts down the eight-cylinder engine every time the vehicle is stationary, is not the only feature contributing to low fuel consumption. Generator management also helps to enhance efficiency: whenever the engine is on the overrun or when braking, kinetic energy is used to charge the battery rather than being wasted as heat in the usual way. In all other operating modes a combination of onboard network and generator management enables the generator to be kept at a low voltage. This reduces the load on the engine and makes for fuel savings of around 0.15 litres per 100 kilometres according to the NEDC standard, and up to 0.2 litres per 100 km in city driving with its frequent overrun and braking phases.

Highly efficient engine electronics for every function

All the engine functions are executed and controlled by a particularly efficient control unit. This state-of-the-art engine computer not only controls direct petrol injection, charge pressure, camshaft adjustment and variable oil supply but also communicates with all the other onboard control units, such as those of the AMG SPEEDSHIFT MCT 7-speed sports transmission. The microprocessor has more than 30,000 different parameters and functions stored in its memory, and is able to perform up to 260 million individual operations per second. To reduce the load on the engine control unit, the eight individual ignition coils have an integral electronic module on each cylinder. This ensures a strong ignition spark at all engine speeds and under all load conditions. The highly precise fuel distribution of the piezo-electric injectors is handled by eight high-voltage output stages.

Lightweight AMG sports exhaust system for a characteristic sound signature

The twin-pipe AMG sports exhaust system has a pipe cross-section of 70 millimetres from the manifolds to the rear silencers. The sound design is characterised by a perfect synthesis of tangible dynamism and hallmark Mercedes comfort on long journeys. Emotional appeal during acceleration and double-declutching combines with the appropriate restraint at steady speeds. A distinctive, signature AMG eight-cylinder sound emanates from the striking chrome twin tailpipes of the sports exhaust system.

Engine production – a tradition of hand-built excellence

Like all AMG high-performance engines, the biturbo eight-cylinder engine is assembled by hand in the hand-finishing section at AMG, observing the most stringent quality standards. Highly qualified engine fitters assemble the M 157 according to the philosophy "one man, one engine". The signature on the characteristic AMG engine plate attests to the painstaking care exercised by the fitter.

2. Power transmission: All-wheel drive for perfect dynamics

The AMG SPEEDSHIFT 7-speed sports transmission and the new, performance-oriented AMG 4MATIC all-wheel drive complement the AMG 5.5-litre V8 biturbo engine to perfection. These two high-tech systems raise the driving dynamics of the E 63 AMG to a new, unprecedented level.

The performance-oriented AMG 4MATIC all-wheel drive is optionally available for the E 63 AMG rated at 410 kW (557 hp). The E 63 AMG S with 430 kW (585 hp) engine comes with all-wheel drive as standard. The technical basis is provided by a transfer case for the additional power take-off to the driven rear axle. This transfer case is integrated compactly into the AMG SPEEDSHIFT MCT 7-speed sports transmission and requires virtually no additional installation space. The torque is transmitted from the power take-off via a propeller shaft to the front axle. Power transmission from the front-axle differential to the front-left drive shaft is effected via an intermediate shaft which passes through an encapsulated shaft duct in the engine oil pan. The compact design results in additional weight of only around 70 kilograms.

In contrast to the series production vehicles, on the E-Class all-wheel drive models the engine torque is distributed to the front and rear axles at a ratio of 33 to 67 percent. This clearly rear-biased power distribution provides for signature AMG high driving dynamics and superlative driving enjoyment. The 3-stage ESP® has been tailored specifically to the permanent all-wheel drive system. In "SPORT Handling" mode, ESP® Curve Dynamic Assist performs selective braking intervention on individual wheels in the interests of high agility, thereby avoiding understeering when turning and cornering. In bends, specific brief braking of the inner rear wheel results in defined cornering of the vehicle.

The 3-stage ESP® system offers three individual control strategies at the push of a button: the ESP® button on the AMG DRIVE UNIT enables the driver to choose between the stages "ON", "SPORT Handling" mode and "OFF" – the display in the AMG instrument cluster indicates the currently active state. In "ESP ON" mode, the system initiates braking intervention on one or more wheels and reduces the engine torque on detecting that the operating conditions are becoming unstable. In "SPORT Handling" mode, the intervention thresholds in response to over- or understeering and the accompanying engine torque intervention allow higher levels of driving dynamics and corresponding drift angles. This provides for considerably enhanced driving enjoyment. Pressing the ESP® button longer activates "ESP OFF". This mode avoids reducing the engine torque in the interests of greater driving dynamics and even more fun at the wheel. "ESP OFF" should only be used by experienced drivers on cordoned-off race tracks. In both "SPORT Handling" mode and "ESP OFF", all the ESP® safety functions are available when braking.

Enhanced driving safety on wet or wintry road surfaces

The AMG 4MATIC all-wheel drive also enhances driving safety and grip on wet or wintry road surfaces. Optimum traction is guaranteed by a multi-disk clutch with a locking effect of 50 Newton metres which exploits the frictional connection potential of all four wheels to the full on snow and ice in particular. This set-up enables high levels of traction by harnessing the dynamic shift in axle load toward the rear that occurs during acceleration to deliver more drive torque to the rear wheels.

However, the multi-disc differential lock is also able to shift the drive torque between the front and rear axles, varying the split between 30:70 and 70:30 as the road conditions dictate. Consequently, intervention by the 3-stage ESP®, 4ETS or ASR electronic control systems can be delayed for as long as possible and the bulk of the drive torque converted into tractive power, even on slippery roads. All control system interventions go virtually unnoticed, yet drivers still know straight away if they are driving near the limit, as a yellow warning symbol will flash in the AMG instrument cluster. This serves as a clear prompt to adapt the driving style to the road conditions.

E 63 AMG S-Model with differential lock on the rear axle

The E 63 AMG S sees Mercedes-AMG going one step further. True to AMG's "Driving Performance" brand claim, a mechanical differential lock is fitted on the rear axle of the most powerful E-Class model. This high-tech package results in a further increase in traction, ultimately leading to even greater driving dynamics and enhanced driving enjoyment, especially on the race track.

Exclusive AMG SPEEDSHIFT MCT 7-speed sports transmission

RACESTART, double-declutching function, seven gears, four transmission modes and stop/start function: the AMG SPEEDSHIFT MCT 7-speed sports transmission in the E 63 AMG combines extreme emotional appeal, maximum driving pleasure and optimum economy. The transmission boasts a thrilling combination of unique options which no other automotive manufacturer is able to offer in this format.

The sports transmission is exclusive to Mercedes-AMG and combines the sporty, direct and agile responsiveness of a manual transmission with the maximum comfort of an automatic transmission. MCT stands for Multi-Clutch Technology and indicates that only clutch elements are employed to perform gearshifts. A compact wet start-up clutch, which runs in an oil bath, replaces the conventional torque converter. Thanks to its low rotational inertia, the transmission responds instantaneously and dynamically without the losses typical of a torque converter transmission – thereby helping to save fuel. The AMG sports transmission also impresses with its low weight of just 80 kilograms, which has been made possible through the use of lightweight magnesium for the transmission housing. Vibrations are effectively eliminated by a new, two-stage torsion damper, with resulting benefits in perceived passenger comfort.

ECO start/stop function fitted as standard

The ECO start/stop function fitted as standard is permanently active in fuel-efficient "Controlled Efficiency" ("C") driving mode. Once the driver comes to a halt, e.g. at a red traffic light or in a traffic jam, the engine is automatically switched off. When the brake pedal is released or the accelerator is depressed, the engine is immediately restarted and the car is able to move off quickly. Intelligent technology guarantees a comfortable and immediate starting procedure: a crankshaft sensor which recognises the direction of rotation registers the rest position of all eight pistons. For an automatic engine start, the cylinder with the most favourable piston position receives an injection of fuel into its combustion chamber. The precise piezo-electric injectors greatly assist this process, as they make particularly fast starts possible.

The engine management system ensures that the engine is only switched off if certain preconditions are met. The starter battery must have sufficient charge, for example, and the engine must be at the necessary operating temperature for efficient emissions control. The same applies to the interior temperature selected by the driver: if this has not yet been reached, the engine is not switched off when the car comes to a stop. The onboard network management system ensures that active audio, telephone or video functions are not interrupted by the start/stop function.

A green "ECO" symbol shows the driver when the start/stop function is active. Should one of the above criteria be preventing activation of the system, this is shown in the central display by the message "Start/stop inactive" and a yellow "ECO" symbol. In the more performance-oriented driving modes "S" (Sport), "S+" (Sport plus) and "M" (Manual), the start/stop function is always deactivated.

Fuel-efficient Controlled Efficiency ("C") drive mode

In adapting the MCT sports transmission to the AMG 5.5-litre V8 biturbo engine, the AMG engineers paid special attention to the new driving mode Controlled Efficiency ("C"). The emphasis was on attaining minimum engine speeds in the highest possible gears for all driving situations. When moving off in "C", the transmission always selects second gear and shifts markedly early to the next-highest gears if the driving style permits. At 60 km/h for instance, sixth gear will already be engaged – improving not only fuel consumption but also noise levels. Thanks to its powerful, readily available torque even at low engine speeds, the AMG V8 biturbo unit is absolutely ideal for this style of driving. Controlled Efficiency also means convenient gearshifts and a "soft" accelerator response set-up for outstandingly smooth power transfer.

Drive modes "S", "S+" and "M" for even greater driving pleasure and dynamism

In addition to Controlled Efficiency ("C"), three transmission modes are available to meet the demands of drivers looking for a more dynamic ride: in "S" (Sport) mode, the engine and transmission take on a much more agile character. Accelerator pedal movements trigger a more direct traction response, making the downshifts more spontaneous. The engine speed is allowed to reach a higher level in each gear, while the gearshifts in "S" are around 25 percent faster than in "C". Turning the rotary switch on the AMG DRIVE UNIT a notch further to the right activates "S+" mode. Sport plus shifts the gears another 25 percent faster than in "S". The same applies to the manual shift mode "M". In "S+" and "M" modes, gearshifts at full throttle take just 100 milliseconds.

The engine management system also partially suppresses cylinders in "S", "S+" and "M" modes: precisely interrupting ignition and injection under full load for brief periods leads to even faster gearshifts than before. An appealing side effect of this lightning-fast process is a highly emotional sound in response to every gearshift with wide open throttle.

Ultra-fast, spontaneous multiple downshifts are another forte of the AMG SPEEDSHIFT MCT 7-speed sports transmission. For instance, kickdown allows gearshifts straight from seventh down to fourth gear, or from fifth to second. In the "S", "S+" and "M" driving modes the automatic double-declutching function is active. Every manual or automatic downshift is accompanied by precisely metered double-declutching – with increasing intensity from "S" through "S+" to "M". And this not only adds to the driver's emotional experience: the load-free downshift minimises load-change reactions, which pays particular dividends when braking into bends – and also enhances safety in the wet
or on ice.

No automatic downshifts in manual "M" mode

In manual “M” mode the driver also benefits from the high torque of the V8 biturbo engine, as there is no automatic downshift under full load and kickdown; the transmission remains steadfastly in the selected gear. Moreover, the 7-speed sports transmission does not perform an automatic upshift in manual mode when the rev limit is reached. In “M” mode the AMG instrument cluster displays the current gear and provides the driver with a visual warning of the need for an upshift just before the needle reaches the red zone. This means that a particularly sporty driver can use the superior performance potential to its fullest extent. When approaching the lower rev limit, e.g. when braking the vehicle, there is an automatic downshift to the next lower gear.

The powerful electronic transmission control unit with integrated 200 MHz processor controls spontaneous downshifts – when the driver suddenly needs power for dynamic acceleration, for example.

AMG DRIVE UNIT with RACE START function

The AMG DRIVE UNIT is the central control unit for the AMG SPEEDSHIFT MCT 7-speed sports transmission and all driving dynamics functions. On the left next to the selector lever is the electronic rotary switch to select the four drive modes, including activation of the RACE START function. Underneath are three buttons for additional functions: the first controls the 3-stage ESP®, the second the AMG RIDE CONTROL sports suspension.

The third, bearing AMG lettering, is used to store the personal set-up for transmission programme, suspension mode and 3-stage ESP®. Briefly pressing the AMG button brings up the configuration options, whilst holding down the button allows you to programme the required set-up - this is confirmed by an audible signal. The current settings may be viewed in the AMG instrument cluster by pressing the AMG button at any time.

The Race Start function delivers maximum dynamism: while the vehicle is at a standstill, the driver is able to activate SPORT Handling mode and press the brake pedal with his left foot. Having preselected the Race Start program using the rotary switch, a confirmation message comes up on the AMG central display. The driver then simply needs to confirm the Race Start function by pulling the "Up" shift paddle once, fully depressing the accelerator and taking his foot off the brake. The optimum start-up engine speed is set fully automatically and the E 63 AMG accelerates away with flawless traction – all the way up to top speed, if so required. The driver does not need to shift gear manually; the AMG MCT transmission changes gear in lightning-fast shift times.

~ Official photos and details courtesy of Mercedes-AMG GmbH ~

Copyright © 2013, Mercedes-Benz-Blog. All rights reserved.

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The Importance of Choosing the Correct Engine Oil

Guest Article by Don Elfrink*

Engine oil comes in a bewildering array of weights, brands and types. A quick glance at the shelves in your local auto parts store will show you everything from 5W30 to full synthetic formulations to 20W50 and more. Which is the right oil for your car? It can be tempting to buy oil based on the recommendation of friends or family, or even to use whatever weight you’ve been using for years in your previous cars. However, this is the wrong approach to take. It’s important that you choose the right oil for your vehicle.

The Problem

The problem here is that your engine is designed to work with a specific weight oil. For instance, many newer engines are designed to run 5W20 or 5W30 – this is a lighter weight, thinner oil. Using something heavier than this can cause problems. If you have been mentally conditioned by years of using heavier oil in an older car because of leaks or “just because”, this can be a hard habit to break.

Understanding Oil Weight

Part of the issue in choosing the correct oil is understanding what all those weight ratings really mean. For those who have no real experience in the automotive industry, it can seem like a string of meaningless letters and numbers. It’s not that difficult to understand, though. The key is to realize that today’s oil formulations have a dualistic nature. They’re designed to operate differently in different temperatures. Older oil formulations are denoted by “SAE” and are often referred to as “straight weight”. That means they operate like a single weight oil, regardless of what the temperature is.

Today’s oils are made to work differently in winter and summer driving. That’s what the W stands for in the oil weight – winter. So, an oil with a weight of 10W30 would operate like 10-weight oil during the winter and 30-weight oil during the summer. That’s important to understand, because you need thinner oil during cold periods and thicker oil during the heat of summer. In the past, you actually had to change oil weights seasonally. That’s no longer the case.

How to Tell Your Type

When it comes to choosing the type of oil you use in your car, your choice shouldn’t be random. The best option is to use what the manufacturer recommends. Most modern vehicles have this shown on the oil filler cap. If it’s not there, you might check the owner’s manual. Failing that, you can contact a dealer that specializes in your brand and find out what they recommend for your make and model. If you have an older car, or the oil filler cap has been replaced, you should contact a dealer and find out what the automaker recommends for your engine.

The Problems of Using the Wrong Oil

Keeping your engine oil clean and changed regularly is important, but it’s just as important that you have the right oil in the engine. Many different problems can develop from using the incorrect oil for the application. For instance, if your car is rated for a 5W20 blend and you choose to use 10W30, you’re putting much thicker oil in the engine than it was designed to use. The first thing that will happen is you’ll see more sluggish engine performance. You’ll also noticed decreased fuel economy. If there’s a significant disparity between what you’re using and what the engine was designed to use, you might even find that the oil doesn’t lubricate quite as well.

Always use the oil that your engine was designed for. If you’re going with a thicker oil because of leaks, it’s better to repair them and replace leaking gaskets than run oil that is too heavy for your car.

* About the author: Don Elfrink is the owner of AutoMatStore. AutoMatStore specializes in selling custom floor mats for all weather and all vehicles. He has previously written guest articles for our website, which you can find at:

1. Keep Your Car Looking Great by Detailing It

2. 7 Useful Tips to Prepare Your Car for Cooler Weather

Copyright © 2013, Mercedes-Benz-Blog. All rights reserved.

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Top-of-the-range engine with performance for the toughest requirements: The new heavy-duty Mercedes-Benz OM 473 in-line six-cylinder engine

If an engine could be described as "heavier than heavy duty", the new OM 473 in-line six-cylinder engine from Mercedes-Benz would fit the bill perfectly. The technology of the new range-topping engine for heavy-duty trucks bearing the three-pointed star is based on the same platform as the ultra-modern Mercedes-Benz OM 471. But with an engine capacity of 15.6 l, an output of up to 460 kW (625 hp) and up to 3000 Nm of torque, the OM 473 stands apart from the rest, in a category of its own, characterised by peak performance under harsh conditions and meeting the toughest requirements in terms of transport speed, pulling power and robustness.

Top-of-the-range model of the BlueEfficiency Power engines

As the top-of-the-range engine, the OM 473 crowns the new BlueEfficiency Power engine generation from Mercedes-Benz. These medium-duty and heavy-duty engines now range from the compact OM 934 four-cylinder engine with 5.1 l displacement for short-radius distribution vehicles to the new OM 473 for heavy trucks, providing a complete product line comprising five vertical engines and one horizontal engine with 21 power ratings altogether, ranging from 115 kW (156 hp) to 460 kW (625 hp). All engines already meet the Euro VI emissions standard. Only Mercedes-Benz offers such a wide range of ultra-modern diesel engines with such a range of power ratings.

Maximum performance level for demanding applications

High transport speeds even in demanding topography, large loads in European road traffic through to heavy haulage, top off-road performance and maximum durability – the new OM 473 is extremely effective. This becomes clear with the first glance at its performance figures: the output ranges from 380 kW (517 hp) and 460 kW (625 hp) and is already available in the main operating range. And at 1600 rpm, the rated engine speed is unusually low. In the range of 1500 to 1700 rpm, and even beyond, depending on the variant, these engines have a nearly constant maximum output.

Tremendous torque at just above idle

Just as impressive is the maximum torque of the OM 473. Depending on the version, the figure is between 2600 Nm and 3000 Nm. Just above idle speed, approximately 2500 Nm is available at a mere 800 rpm in all versions. That is a higher torque than the maximum torque achieved by most engines in heavy trucks.

Nominally, the highest torque is available at 1100 rpm. In reality, nearly the entire pulling power is available over a wide range from roughly 900 to 1400 rpm. Immediately thereafter, the engines reach their peak performance.

This characteristic produces excellent driveability over an extremely wide engine speed range. Moreover, all versions of the engine prove impressive with a response to accelerator pedal movements which is as eager as it is powerful.

Systematically designed for low fuel consumption

At the same time, the new Mercedes-Benz OM 473 provides surprising economic efficiency. The most powerful engine in the new engine generation was systematically developed for low fuel consumption. For instance, depending on the version, the engine achieves between 0.5 % and 1.5 % lower consumption than the previous engine, the V8-cylinder Mercedes-Benz OM 502. Likewise, maximum environmental compatibility is ensured: all versions of the OM 473 meet the future Euro VI emissions standard.

Like all engines in the BlueEfficiency Power generation, the new OM 473 is produced at the Mannheim engine plant. Series production will begin in September of this year. The new OM 473 will be used in both the new Mercedes-Benz Actros and the new heavy-duty Mercedes-Benz Arocs construction trucks.

Power ratings from 380 kW (517 hp) to 460 kW (625 hp)

The new OM 473 is available with three power ratings:

Power / Maximum torque

380 kW (517 hp) at 1600 rpm / 2600 Nm at 1100 rpm
425 kW (578 hp) at 1600 rpm / 2800 Nm at 1100 rpm
460 kW (625 hp) at 1600 rpm / 3000 Nm at 1100 rpm

Thus the OM 473 provides a seamless continuation of the previous top-of-the-range version of the new engine generation, the OM 471 with its maximum output of 375 kW (510 hp), 2500 Nm torque and an engine capacity of 12.8 l.

Technical highlights: turbocompound technology

Amongst the special features of the new Mercedes-Benz OM 473 is a technical highlight, known as turbocompound technology. It is one of the main reasons for the engine's high performance and economic efficiency.

The term turbocompound refers to a second turbine located downstream of the exhaust gas turbocharger. It makes use of the exhaust gas temperature which is maintained after the gas has flowed through the exhaust gas turbocharger, thereby further boosting efficiency. The power is transferred via a shaft and a hydrodynamic clutch to the engine's gear drive and thus directly to the crankshaft.

Instant response, consumption advantage at high load

The driver can feel the turbocompound technology directly by the even more eager response of the engine, even in the low rev range. At the same time, a consumption advantage of approximately 2% is achieved at high load. These demanding conditions are typical for the range of application of the OM 473.

In support of maximum efficiency, a turbocharger with a full-flow radial turbine adapted to the high exhaust gas mass flow is located upstream of the turbocompound axial turbine. It is controlled by a wastegate valve.

Thoroughly rugged, long-lasting construction

Extraordinary ruggedness and longevity are amongst the requirements in the class of heavy-duty, high-powered trucks. The crankcase, made of grey cast iron with an alloy developed and patented at the Mannheim plant, has both horizontal and vertical ribbing and is therefore extremely stiff. The distance between cylinders is small to maintain a compact design.

The single-piece pistons are made of steel to ensure maximum durability. Thanks to minimal distortion of the pistons and the stiff crankcase, oil consumption and blow-by losses are minimal – this lowers costs and improves environmental compatibility.

Efficient cooling with divided air flow

Wet cylinder liners ensure optimal engine cooling. The main air flow flows around the top third of the cylinder, while a smaller air flow is directed at the lower section of the cylinder liner, which is subjected to lower temperatures. Generally speaking, the coolant paths are short, resulting in extremely efficient cooling.

Highly stable cylinder head, distortion-free design

The single-piece cylinder head of the new engine is made of compacted graphite cast iron. It is highly stable and designed to withstand high ignition pressures of over 200 bar.

The material of the cylinder head and crankcase has the same expansion coefficient. This means there is absolutely no distortion between the components. The cooling ducts in the cylinder head are arranged in two levels. A precisely adjusted longitudinal flow complements the primary transverse flow.

Two overhead composite camshafts

The compact, stiff gear drive is situated on the output end of the engine. It is quiet, smooth and highly efficient in its operation. It drives the two overhead cams, amongst other things. These camshafts are composite and based on a hollow shaft – a first for engines of this size category.

Using low-friction plain bearing rocker arms in the crossflow cylinder head, the camshafts each control two inlet and exhaust valves per cylinder; these are arranged vertically in the head.

Variable X-PULSE fuel injection system

As in the other new-generation heavy-duty engines with the three-pointed star, the flexible common rail system with X-PULSE pressure boost is responsible for fuel injection in the OM 473. The maximum pressure of approximately 900 bar in the common rail is increased to up to 2100 bar in the individual injectors.

The X-PULSE system used exclusively by Mercedes-Benz continually adjusts the injection specifically for each cylinder based on the engine's current operating conditions. Alongside the injection timing and amount, the injection quantity and the injection pressure, modulation of the individual injection characteristic (called rate shaping) is also possible. At the same time, the injection is extremely stable.

Combustion chamber and fuel injectors adapted to the engine

The combustion chamber in the piston crown of the OM 473 is shaped like a graduated bowl. Both the shape of the bowl and the geometry of the six-hole injectors are adapted to the special characteristics of the turbocompound system.

The result of this highly variable injection system with efficient combustion is a quiet, smooth-running engine, low fuel consumption and minimal exhaust emissions.

Extremely powerful decompression engine brake

The already familiar, extremely powerful pressurized decompression engine brake is also used in the new OM 473. The driver activates the brake in three stages via the right steering-column lever, and it provides an extremely fast response.

Owing to the significantly larger engine size of 15.6 l, the engine brake for the OM 473 clearly outperforms its high-output counterpart in the OM 471, developing up to 460 kW (625 hp).

Efficient exhaust gas treatment for the Euro VI emissions standard

In the new OM 473, as in the previously introduced OM 470 and OM 471 heavy-duty engines, cooled exhaust gas recirculation is used to achieve low untreated exhaust emissions.

Like all engines in the new-generation BlueEfficiency Power units, the OM 473 also has a highly efficient exhaust gas treatment system based on the Mercedes-Benz BlueTec technology with SCR technology. A synthetic urea called AdBlue is added to the exhaust gas. In the SCR catalytic converter located downstream, harmful nitrogen oxides are converted to nitrogen and water, harmless components of the air. The consumption of AdBlue is very low, at 2-3 % of fuel consumption. This can be attributed to the engine's low emissions. And there is also a particle filter.

All components are specifically adapted to the OM 473. All three performance versions of the new engine meet the Euro VI emissions standard.

Weight commensurate with performance

The rugged new Mercedes-Benz OM 473 is relatively compact, at 1425 mm long (without fans), 1128 mm wide and 1212 mm high. The weight according to DIN 70020-GZ is 1284 kg, an appropriate weight for a heavy-duty engine of this size which already meets the Euro VI emissions standard for the highest of demands.

Systematically trimmed for economic efficiency

Customers will choose the OM 473 primarily due to its performance; even so, its developers paid close attention to maximum economic efficiency. Alongside the comparatively favourable fuel and AdBlue consumption, this includes factors such as long maintenance intervals for the engine of up to 150,000 km in long-distance haulage. The particle filter only needs to be cleaned for the first time at 450,000 km and thereafter only every 300,000 km.

The easily accessible filter module with oil and fuel filters, and the water separator for the fuel system on the cold side of the engine simplifies service – a further cost-reduction factor.

Longevity proven in practice

Extreme longevity is one of the essential points of economic efficiency for the new OM 473. It achieves a B10 value of 1.2 million kilometres. In other words, at least 90 percent of the engines achieve this value without a thorough overhaul. The engines have furnished proof of this not just during testing, but rather in practical applications on another continent.

Millions of kilometres in daily operation

The new Mercedes-Benz OM 473 is specifically designed for European requirements. But the engine benefits from extensive testing in North America, where for the past five years over 100,000 units of the same engine block have already been in use as Detroit Diesel DD 16 and 15 with two different engine capacities (15.6 l and 14.8 l).

This means a kilometre reading to date of many billions of kilometres in total. During this time, a number of engines have covered over a million miles (1.6 million km) of daily haulage in tough real-world conditions. The turbocompound technology amongst others has proven highly successful.

In Europe, only the larger 15.6 l variant is used. It differs from the American powerplants by more than 200 parts. The different manufacturing plants – the units for Detroit Diesel are produced in North America – make the distinctions clear.

Tough, intense testing in overload mode

The European version of the engine was subjected to tough, intense testing on par with any new engine from Mercedes-Benz. Alongside extreme driving cycles in the Spanish Sierra Nevada and cold tests in Scandinavia, this includes endurance runs in South Africa. There, it was tested amongst other things in the overload range with 60 tonnes of gross combination weight in semitrailer/tractor combinations with two semitrailers, in extremely rugged topography. By the start of production, the OM 473 will have covered around 18.5 million test kilometres in total – an impressive number.

In a subsequent step, the extremely durable engine will also be used in heavy-duty tractor units from Mercedes-Benz. It also serves as the basis for an industrial engine in the off-highway segment under the name MTU 1500.

Credits: Daimler AG

Copyright © 2013, Mercedes-Benz-Blog. All rights reserved.

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Early look: First glimpse of Mercedes-Benz's new Formula 1 V6 engine for the 2014 season

The first photos emphasizing Merc's all new 6-cylinder unit for Formula 1 cars hit the internet a few days ago. Developed by the experts from Mercedes-AMG High Performance Powertrains (HPP) headquartered at Brixworth, UK, the unit will be used starting with the 2014 season, when the new F1 regulations come into force.

The engine has a total displacement of 1.6 litres, runs on refined petrol and boasts an all new hybrid module called ERS (Energy Recovery System) that replaces the outgoing KERS (Kinetic Energy Recovery System) and offers an outrageous boost of 161 hp for a maximum amount of time of 33.3 seconds, compared to the current 80 hp extra power which last only 6.7 seconds according to measurements.

The V6 also boasts turbo-charging instead of natural aspiration, in an effort to reduce fuel consumption and improve efficiency level, but also makes it even noisier as engineers who have tested it in the laboratory claim. The maximum output delivered by the 1.6-litre F1 powerplant reaches 750 hp, with a peak revving of 125,000 rpm.

Together with the gearbox, the kerb weight of the engine indicates no less than 145 kilograms, which is far ahead the current 85 kilograms of the V8 unit used in Formula 1. Overall, the new cars for the 2014 season will be just 15 kilograms heavier than the current ones. The 1.6-litre V6 Mercedes-Benz engine shall be used by three teams: MERCEDES AMG PETRONAS, Vodafone McLaren Mercedes and Force India Mercedes.

Further technical details and pictures over the 2014 F1 powerplant could be released in the next period, so stay tuned to www.mercedes-benz-blog.blogspot.com to find out the latest!

Image Credits: Mercedes-Benz Passion Blog

Copyright © 2013, Mercedes-Benz-Blog. All rights reserved.

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Hyundai's New Fuel Efficient Automatic Transmission

To help meet its goals of improving fuel efficiency and reducing CO2 emissions, Hyundai has completed the development of an all-new six-speed automatic transaxle that will boost fuel economy by more than 12.2 percent.

Designed for transverse engine applications in passenger cars and SUVs, the new compact transaxle puts Hyundai into an elite class of auto manufacturers who have designed their own six-speed automatic (after Toyota and a GM/Ford joint venture), demonstrating Hyundai's advanced powertrain engineering capabilities.

"The strength of our design is its completely unique layout, which makes it smaller, more compact and lighter than any other six-speed on the market today," said Hong-Min Kim, the project manager of the transaxle at Hyundai R&D Centre. In fact, the design is so unique and so advanced, Hyundai has applied for nearly 300 patents related to the technology.

The transaxle will first arrive in the new Hyundai Grandeur equipped with a 3.3-litre V6 petrol engine. In this application, it delivers a 12.2 percent gain in fuel economy and is 2.5 percent quicker in zero to 62mph (100km/h) acceleration times (7.8sec versus 8.0 sec). It also delivers an 11 percent improvement in 60km/h to 100km/h overtaking performance (4.0 sec versus 4.5 sec).

The unit is also maintenance-free: the gearbox is 'filled for life' with automatic transmission fluid and needs no topping up, reducing servicing costs.

Developed over a four-year period, this new six-speed automatic gearbox offers numerous technical merits. Despite the extra gear, it is 12kg lighter than the five-speed it replaces. It is also 41mm shorter and considerably simpler having 62 fewer parts, which is a key to increased durability and lower cost.

When it comes to gearsets, more is definitely better. The addition of a sixth gear enables closer spacing between ratios providing a better balance of performance and fuel economy, while the wide overall gear ratio helps deliver strong acceleration.

The gearbox has three planetary gearsets whose hallmark is simplicity of design and a unique flat torque converter, which shortens the unit's overall length by 12mm. Four pinion differentials improve durability and further minimise size.

Another example of engineering ingenuity is to be found in the design of the hydraulic pressure control unit. There are always slight manufacturing deviations from one solenoid valve to the next, which cause fluctuation in the hydraulic pressure and affect shift precision and quality. To rectify this, the transaxle features cleverly integrated adjustment screws in the valves which enable each of the eight valves to be calibrated at the factory.

This novel feature ensures stable hydraulic pressure at any shift point, which facilitates a high degree of precision and control needed to deliver ultra-fast, smooth and precise shifts throughout the engine speed range.

The new six-speed went into production this month (December 2008). A total of five variants of the transaxle will be produced to accommodate a wide range of petrol and diesel engines. A total of 16 different Hyundai models will get this transmission including a redesigned Santa Fe, which is due to arrive in late 2009 and early 2010 in some markets.

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The new 2.0 dCi "M9R" 2-litre diesel engine co-developed by Renault and Nissan. This engine is the most efficient in its category. See what could be powering future GM vehicles in the photo below.



This is GM's 4.5-liter V-8 Duramax diesel engine designed for vehicles like the Chevy Silverado and Hummer H2. Take another look at the Duramax engine on the picture below



The 4.5-liter V-8 Duramax improves fuel efficiency by 25 percent when compared with gasoline engines, while reducing pollutants and emissions. The diesel engine on the below pictures belongs to a vehicle that isn't sold in the U.S.



The 2-liter-diesel engine of a "Qashqai" crossover, the new compact Nissan vehicle similar to the Nissan Rogue. Take a look inside a diesel engine factory on the picture below



Workers assembling 2.5 liter diesel engines for Japanese Isuzu trucks. What kind of vehicles have diesel engines? Find out more on picture below.



Vehicles, like these Mercedes, that can use the cleaner ultra-low sulphur diesel are now coming to market. The below photo shows the future of diesel engines.



Partial view of a diesel electric hybrid engine from Peugeot. A diesel hybrid engine can be 25 percent more efficient than current gasoline hybrid engines

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The 2008 Pontiac G8

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The 6.0-liter V-12 of the Enzo Ferrari makes it the most powerful naturally aspirated production car in the world. What is powering the Pontiac G8? See the next picture to find ou

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Each AMG motor is hand built by one professional whose name is stamped on the engine. Take a look at an engine designed using Formula One technology on the next page.
2008 Mercedes-Benz C63 AMG

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The development of the supercar by numbers

There is difference of price,engine,construction and as well as performance take a look in the pictures given below.

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